Intermittent induction-type train control



Dec. 10, 1929. A. G. SHAVER INTERMITTENT INDUCTION TYPE TRAIN CONTROL 2 Sheets-Sheet 1 Original Filed Nov. 15. 1921 gwuc mfoz J. 6P

Dec. 10, 1929. A. G. SHAVER INTERMITTENT INDUCTION TYPE TRAIN CONTROL 2 Sheets-Sheet 2 Original Filed Nov. 15. 1921 314mm: fox

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Illllllll. .llllllL Patented Dec. 10, 192

oFrcE anonrnann G. SHAVER, or CHICAGO, rumors, assren'on To THE nnean sarn'rr neurons conrranv, inc, or new roan, n. Y, A oonronarion or new YORK INTEBLMIITTEN '1, INDUCTION-TYPE TRAIN CUNTROL Application filed November 15, 1921,5eria1 No. 515,242. Renewed April 24, 1929.

This invention relates to a train control system, and more particularly to a train control system of the induction type, and has special reference to the provision of an induction system arranged to be connected to and influenced by a block signalling system, with the induction system responsive to safety, caution and danger track conditions to produce corresponding clear, caution and stop effects on the train.

A principal object of the present invention comprehends the provision of an induction train control system in which train carried mechanism is operated to produce a plurality of effects such as proceed, speed restrictive and stop eifects responsive to the cooperation between train and track magnetic elements or inductoriums with the train carried mechanism giving a tripping or deenergizing operation] in each section or block so as to condition the same for further operation and so as to determine the operaloility thereoi to keep the same in proper working order at all times.

A further principal obj ectof the invention relates to the provision of an induction train control system of the type referred to in which the train and track magnetic elements or inductoriums are operated by train car-.

ried energy.

Still further objects of the invention are the provision of an inductive traincontrol system of the nature referred to in which an alternating current or like source of energy is employed, the present invention relating particularly to an induction train control system of the type disclosed andclaiined in my copending applications Serial No. 432,598 of Nov. 8, 1920 and Serial No. 506,595 of October 10, l92lg and the provision of an intermittent induction type of train control system in which an alternating current generator or like source of energy is carried upon the train and is connected to influence inductively coupled coils in the nature oi a transformer, the coils comprising a three-element transformer having two primary coils and one secondary coil, the magnetic flux to the secondary coil of which is shunted loy movement of the coils over a roadside magnetic element to pro duce or initiate in each track section or block a tripping or test operation of the train control mechanism, cooperating inductoriums responsive to track conditions being provided for determining the further state of operation of the train control mechanism after such initiating operation and for resetting the same under a proceed track condition; and the still further provision ofan induction train control system in which the vehicle or calo apparatus will be controlled whether the engine is moving stack or tender first and with trafiic in both directions or in one direction without altering the vehicle carried apparatus or providing pole changers as in usual practice.

To the accomplishment of the foregoing and such other objects as -may hereinafter appear, my invention consists in the elements and their relation one to the other, as he rein-' after particularly described and sought to be defined in the claims, reference being had to the accompanying drawing which shows a preferred embodiment of my invention, and in which Fig. 1 is a diagrammatic view of the vehicle or cat) carried apparatus,

Fig. 2 is a diagrammatic view of the track apparatus showing in dotted lines the posi* tion of the vehicle and the inductoriums carried therehy,

Fig. 8 is a cross-sectional view through the rails showing the relative positions of the track. and the vehicle carried induc toriums, I v

Figs. t and 5 are diagrammatic views of track apparatus showing modifications, and

Fig. 6 is a diagrammatic view of track apparatus designed for trafic in both directions. v

Referring now more in detail to the drawings, and more particularly to Figs. lto 3 thereof, there is provided as disclosed in my a train receiving inductorium 16 connected to operate and control a normally denergized two element relay C having the elements 13' and 13, the element 13 beingconnectedto the induct-orlum 16-by means of the conductors 14 and 15, and the element 13 of the relaybeing connected to the generator G by toriums here shown arranged in pairs T'T' and T-T, the said roadside inductoriums being electrically connected by means operative to reverse and to break the circuitconnections therebetween, the said means comprising the make and break contacts 34 under the control of a home relay H, and the pole changing contacts 33 under the control of distant relay D, energization of the home and distant relays Hand D taking place under clear track conditions, resulting in the positioning of the contacts as shown in Fig. 1 to connect the inductoriums T"T to the inductoriums T'T by means of the circuit including the conductors 35 and 32. When under caution track conditions the relay D is'deenergized, the contacts 33 are released to reverse'the circuit connections between the inductorium coils in-a manner as will be aparent from a consideration of Fig. 2. hen under danger track conditions the home relay H is deenergized, the contacts 34 are actuated to break the connections between the inductorium coils.

With this'construction it will be seen that in the movement of the train and in the passage of the train inductoriums over the track inductoriums, an impulse will be transmitted from the train transmitting inductorium 28 to the trackreceiving inductoriums TT,

and that such impulse may be transmitted in a given phase, modified to a reverse or opposite phase, or inhibited for influencing the.

track inductoriums TT for in turn influencing the train receiving inductorium 16 to energize the element 13 of the relay C with current in a given phase or in an o posite phase under clear and caution con itions,

' make and break and pole changin which in turn are influenced. by tie home respectively, with no energization taking place under danger conditions, the transmission, modification or inhibiting of the impulse received by the roadside inductoriums TT' being controlled by thecircuit devices and distant relays H and D of the block signalling system/It will be noted that the cooperation between the train. and track. inductoriums is momentary only as the former moves over the latter in the movement of the vehicle, a set of train inductoriums being provided for each section or blockof the track.- The track inductoriums, it will be observed, constitute a roadside reflector withmeans for controlling the phase angle thereof, the said roadside reflector receiving energy from the vehicle carried or train induct'orium andreflecting or retransm'itting the ferred to, a. multiple roadside inductorium.

system bein here provided, each inductorium being divided into a pluralityvof inductoria arranged in tandem. Itfhas been vfound by experimentation that where an inductorium is thus divided into a plurality of sec-' tions, that under I similar operating conditions, as for example with the same amount of energy used, a multiple inductoriasystemproduces impulses of greater amplitude, this being especially desirable for high speed trains. More specifically where a single in ductorium is used the impulse with a given amount of energy employed may be represented by a long fiat curve, and where such inductorium is divided into two sections, the sum of the length of the sections being substantially equal to the length of the single section, the successive im ulses produced will each be oi greater amp itude, this being a desirable characteristic in the operation of a relay, and at high speeds the succession of waves produced willtend to merge together to produce an impulse having an effective greater length than the impulse produced with a single inductorium.

Controlled by the relay C there are provided contact armatures 17 and 1.8 which under normal conditions assume the vertical dotted line positions shown in the figure due to the normal deenergization of the relay C, the said contacts being moved to the full. line position shown when the elementliiof the relay is energized with current in phase with the energizing current of theelement 13, and being moved to assume the inclined dotted line position shown in the figure when the element 13 is energized with currentof an opposite phase. 1 1

' \Vhen under clear track conditions the contacts 17 and 18 are made to momentarily assume their full line position thc element 19 of the relay B is energized by the closing of the circuit comprising generator G, conductors 10, 44 and 60, cont-act 18 in full line position, conductors 61, 52 and 51,1clay element l9, conductors 50, 49, 58 and 21, contact 17 in full'line position, and conductor 20 to generator G, the energization of element 19 by this circuit causing the contacts 22, 31 and 40 thereof to assume the full line position to close the stick circuit and the circuit of the electromagnet M, producing clear or proceed conditions on the train.

When under caution track conditions the contacts 17 and 18 are momentarily caused to assume the inclined dotted line position, the

relay element 19 is energized by current of a phase opposite to'that in the element 19' by means of the circuit comprising the generator G, conductors 10, 44 and 60, contact 18 in inclined dotted line position, conductors 21, 58, 4:9 and 50, relay element19, conductors 51, 52, 61 and 62, contact 17 closed in inclined dotted line position, and conductor 20 to generator G. With the closing of this cluding the electromagnet M and the speed controller S, producing caution or speed restrictlve condltions on the tram.

When under danger track conditions the element 13 of relay C is not energized, the controlling or operating circuit, for the element 19 of relay B is not closed, and should the contacts 22, 31 and 40 be in a vertical dotted line position, the said contacts will remain in producing a stop effect on' such position for the train.

v For the purpose of conditioning the vehicle carried mechanism for operation and control by the train and track inductoriums so that the train circuits are made to respond to the indications of the track inductoriums, and for the further purpose of automatically giving the train control apparatus a tripping and test operation in each section or block in order to automatically check the operability of the same at all times, there are provided cooperating train and track magnetic means for periodically trip ing or deenergizng the element 5 of relay X, and more s ecifically for opening the stick circuit contro led thereby at the contacts25 and 56. To these ends the relay A heretofore mentioned is provided, the element 5 thereof being always energized from the generator G, the said element being connected to the generator by means of the conductors 1 and 63, the element 5 being connected to, to be energized b a coil-D by means of the conductors 6 an '7, the said coil D being inductively coupled to the spaced coils J and J which in iturn are connected to be energized by the generator G by means of the conductors 2, 3 and 4. The inductively coupled'coils D, J and J comprise or constitute a three element transformer, the coils J and J constituting the primary coils of the transformer and the coil D constituting the secondary, coil of the transformer. These coils are arranged preferably in parallel rela-' tion, the outer coils J and J functioning to normally induce current in the central coil D for normally energizing the relay eleformer JJ''D being adapted to cover the track element E in the passage of the vehicle thereover. -With this construction it will be seen that normall when-the train is running between 'track e ements the magnetic flux transmitted from the cores of the primary coils to the, core of the secondary coil of the transformer induces a current in the coil D suflicient to energize the'relay element 5 to normally keep the armatures 25 and 56 closed. The primary of the transformer comprises, therefore, an energy transmitting coil set having a plurality of coils and the secondary of the'transformer comprises an energy receiving coil set, the coil sets interlinking in two magnetic loop paths. When the transformer covers the track element',.the magnetic flux passes from the cores of the coils J-J' down to and through the track element E, the passing of the flux through the inert trackelement E resulting in a diverting or shunting of the magnetic fluxfrom the core of the coil D; The coil D is thus magnetically shunted, 'causingan effective deenergization of the relay element 5, with the result that the armatures 25 and 56 are opened, opening the stick circuit of the relay -B. The shunting of the flux of the secondary coil is therefore a changing in the energy transference between the inductively coupled coils which effectively deenergizes the relay element 5 and the train carried mechanism. This shunting action is momentary only, and after the transformer passes the inert track element the magnetic flux through the core of the coil D is reestablished, reenergizing the relay element 5 for closing the contacts 25 and 26. With this construction it will therefore be seen that in each section or block of the track the stick circuit of the relay B is opened and the contacts controlled thereby moved to vertical opened position, conditionin the relay for response to the operation 0 the train and to produce the magnetic shunting of the secondary of the transformer or the shunting or diverting of the lines of flux may be taken substantially as follows, it being understood, however, that this theory of operation is iven by way of explanation only, and not y way of limitation of the invention:

' If we let M=Total M. M. F.,'the magneto- 6 hicle carried inductor due to the decrease 1n motive force in the magnetic circuits of the transformer JJ'-D' Let =Total flux y R =Reluctance of the primary R =Reluctance of the remainder of the magnetic circuit M=(R,-l-Rr) (1) Transposing,

MR;=Rr (2) Equation (1) shows that the total magnetomotive force is made up of the magnetomo Then 'tive force active on the primary and the magnetomotive forc'e active on the remainder of the magnetic circuit. In Equation (2) the quantity R, may be considered the magnetic potential difference which is effective on the remainder of the magnetic circuit for energizing purposes and more particularly for energizing the secondary D.

IVhen the vehicle carried transformer JJ"D moves over the track element E, two effects are produced, substantially as follows:

(a) When the vehicle carried transformer inductor moves over the track element the flux increases and since R, .isconstant, the

product R, increases, and from Equation (2) it will be seen (assuming M to remain constant) that the effective. magnetic potential difference R, operative for energizing purposes decreases so that the energizing current for the relay A is effectively decreased.

(6) The magnetomotive force M, however, does not remain constant, When the vehicle carried transformer moves over the track element, the reactive effect on the ve-.

reluctance in the magnetic circuit producesa decrease in the'magnetomotive force M since the inductance of the energizing primary coil is increased with a corresponding sultant change being due substantially to this factor, the magnetic flux through the secondary being therefore actually shunted or diverted, although part of: the total magnetic flux is somewhat decreased due to the second mentioned factor (b). v

Referring now' to the" arrangement shown I in Fig. 4 of the drawings, the roadsidemductm-iums T"-T and T 2 are modified so as to be positioned exteriorlyof the track rails R-R, thevehicle carried apparatusbemg drawings the spondingly modified to cooperate with this arrangement. I

In the construction shown in Fig. 6 two sets of roadside inductoriums are provided for each inert element E, one set of inductoriums being disposed on .one side of the element, and the other set upon the other side of the saidelement E, so that the vehicle carried elements will be actuated if moved in either direction along the track. If the vehicle moves with respect to the element E' from left to right, for example, the train" mechanism will first be affectedby the ele-. ment E. and thenby the set of inductoriums to the right of the said element; while with the vehicle moving in the reverse direction, as" from right to left the vehicle carried mechanism will first be influenced by the: inert element and then by the track inductoriums to the left thereof, this system being adaptable, therefore, to traffic in one or both directions without modifying or chang ing the vehicle carried apparatus.

The'operation of my lmproved induction train control systemwill in the main be apparent from the above detailed description thereof. It will be seen that in each section or block the inert magnetic shunting member Ed the track mechanism will momentarily magnetically shunt the coil D of the three element transformer JJ'--D', causing an opening of the stick circuit of the relay ,element 19, releasing the armature contacts 22; 31 and .40 thereof. Immediately after this shunting-action the train and track inductoriums 16, 28, T-T and T'-.-T. are brought into, cooperation to determine the further state of operation of the relay B, these inductoriums functioning as pick-up or resetting mechanism. Under clear track conditionsan impulse is transmitted to" the train inductorium 16 to momentaril operate the reset element 13 of the relay 0 o actuate the contacts17 and 18 to full line position, thisin turn closing a circuit to the rela element 19 to energize the same with in ase? current, such ener 'zation resultin 1n the contacts 22, 31'an .40 assuming t ei r full line positions for closing the stick circuit and the circuit of the electro-ma et M, the said .stick circuit being therea ter maintained closed b .the'reenergization of the relay ele- 12s ment 5 ue to the passage of the transformer Y train inductorium 16 for momentarily energizing the element 13 of the relay C with out of phase current, this momentarily closmg an energizing circuit to the relay element 19 of relay B with an out of phase current for moving the contacts controlled thereby to their dotted line positions, placing'the train under speed restrictive operation. Under danger track conditions no impulse is transmitted to the train inductorium, with the result that the element 13 of relay C remains deenergized and the relay element 19 of relay B is unenergized and the contactscontrolled by the latter remain in ,neutral circuit opening position for bringing the train to a halt. After the train has been brought to a halt the same may be again set in motion by the operation of a release key K operated by the engineer so as to cause the members 65 and 66 to connect the relay element 19 to the gen erator .G by means of the circuit including the generator, conductors 10 and 67 contact 66, conductor 50, relay element 19, conductor 51, conductor 68, contact 65 to generator G, this connection causing the energization of element 19 of relay B with an out of phase current so that the armatures of relay B will be moved to the inclined dotted line position, this placing the speed circuit controller in circuit with the electromagnet M so that the train can proceed under or at a predetermined speed only.

While I have shown my device in the preferred form, it will be apparent that many changes and modifications may be made in the structure disclosed, Without de arting from the spirit of the invention, de ned in the following claims.

I claim:

1. In combination, vehicle carried mechanism, means for operating the said mech anism for producing a given condition comprising a plurality of vehicle energy transmitting coils, a vehicle energy receiving coil inductively coupled thereto,'and a roadside device for magnetically shunting said receiving coil in the movement of the vehicle, and means for operating the vehicle carried mechanism for producing a different condition therein.

2. In combination, vehicle carried mechanism, means for operating the said mechanism for producing a given condition comprising a plurality of vehicle energy transmitting coils, a vehicle energy receiving coil inductively coupled thereto, and a roadside device formagneticallyshunting said receiving coil in the movement of the vehicle, and cooperative vehicle and roadside means for operating the vehicle carried mechanism for producing a difi'erent condition therein.

3. In combination, vehicle carried mechanism, means for periodically operating said mechanism for producing a given condition comprising a plurality of vehicle energy transmitting coils, a vehicle energy receiving coil inductively coupled thereto, and a roadside device for magnetically shunting said receiving coil in the movement of the vehicle, and means for periodically operating the vehicle carried mechanism for modifying said condition.

4. In combination, vehicle carried mechanism, means for operating the said mechanism for producing a given condition comprising a plurality of vehicle energy transmitting coils, a vehicle energy receiving coil inductively coupled thereto, and a roadside device for magnetically shunting said receiving coil in the movement of the vehicle, and cooperative vehicle and roadside inductoriums for operating the vehicle carried mechanism for producing a different condition therein.

5. In combination, vehiclecarried mechanism including a normally closed operating circuit, means for opening the circuit in the movement of the vehicle comprising a plurality of vehicle energy transmitting coils, a vehicle energy receiving coil inductively coupled thereto and roadside mechanism comprising a roadside element for magnetically shunting said receiving coil, and means for determining the further operation of said circuit. 7

6.- In combination, vehicle carried mechanism including a normally closed operating circuit, means for opening the circuit in the movement of the vehicle comprising' a plurality of vehicle energy transmitting coils, a vehicle energy receiving coil inductively coupled thereto, and roadside mechanism comprising a roadside element for magnetically shunting said receiving coil, and cooperative vehicle and roadside inductoriuins for determining the further operation of said circuit.

7. In combination, vehicle carried mechanism including a train control means and a speed controller, means for influencing the train control means in the movement of the vehicle for producing a given condition therein comprising a plurality of vehicle energy transmitting coils, a vehicle energy receiving coil inductively coupled thereto and a roadside device for magnetically shuntin said receiving coil, instrumentalities for in uencing the train control means for producing another condition therein, and provisions for placing the train control means under the influence of the speed controller under a predetermined operation of said in strumentalities.

8. In a train control system, vehicle carried mechanism,means for influencing the said mechanism in'the movement of a vehicle over a roadway comprising a plurality of vehicle energy transmitting coils, a vehicle energy receiving coil inductively coupled thereto, and a roadside device for magnetincluding cooperative vehicle and roadside.

magnetic elements.

10. In an inductive train control system,

vehicle carried mechanism, means for influencing the same in the movement of the vehicle to produce a danger efl'ect therein comprising a plurality of vehicle energy transmitting coils, a vehicle energy recelving coil inductively coupled thereto, and a roadside device for magnetically shunting said receiving coil, and means operable substantially when the same is so influenced for differently modifying the efl'ect under safe and caution track conditions to produce proceed and speed restrictive effects therein.

11. In an inductive train control system, vehicle carried mechanism, means for 1nfluencing the same in the movement of the vehicle to produce a danger effect therein comprising a plurality of vehicle energytransmitting coils, a vehicle energy receiving coil inductively coupled thereto, and. a roadside device for magnetically shunting said receiving coil, and vehicle and roadside inductorium means operable substantially when the same is so influenced for differently modifying the eifectunder safe and caution track conditions to produce proceed and speed restrictivefeifects therein.

12. In combination, vehicle-carried mechanism, means for operating the said mechanism, for producing a given condition :comprising a source of energy, a controlling relay, three parallelly arranged coils including two outer coils and an inner coil inductively coupled thereto, the outer coils being connected to the source of energy and the inner coil to the controlling rela and a roadside device for magnetically s unting said innericoil' in the-movement of the vehicle,

and means for operating the vehicle carried mechanism for producing a' difierent condition therein.

13. Incombination, vehicle carried mech anism, inductive means for operating the vehicle carried mechanism for producing a given condition therein, and means for operating the said mechanism for producing a difl'erent condition therein comprising cooperating vehicle and roadside inductoriums, the said roadside inductoriums including a plurality of inductorium elements arranged.

longitudinall in tandem.

14.. In com mat on, vehicle carried mechanism, inductive means including roadside mechanism for influencing thevehicle carriedmechanism in the movement of the vehicle over a roadway for producing a given condition, and means for determining the'oper- 11171011 of said veh cle carried mechanlsm so mfluenced for producmga dliferent cond tion including a vehicle energy receiving means I and a roadside energy transmitting means, the said roadside energy transmitting means comprising a pluralityof connected inductoriums arrangedlongitudinally in tandem.

15. In combination, vehicle carried mechanism, means including roadside mechanism for influencing the vehicle carried mechanism in themovement ofthe vehicle over a roadway for producing a given condition, and means for influencing the vehicle carried mechanism for producing a difierent condition including vehicle energy transmitting and receiving inductoriums and track energy receiving, and transmitting inductoriums, each of the said track inductoriums comprising a plurality ranged in tandem.

16. In combination, roadside apparatus for impressing roadside conditions on moving of induotorium, elements arvehicles comprising a plurality of roadside energy receivers arranged in tandem, a plurality of roadside energy transmitters arranged in tandem, and means for selectively connecting the said receivers to the said transmitters.

17. In combination, roadside apparatus for impressing roadside conditions on moving vehicles comprising a plurality of roadside energy receivers arranged in tandem, a plurahty of roadside energy transmitters arranged in tandem, means for selectively con nectlng the said receivers to the said transmitters, and provisions for disconnecting the receivers from the said transmitters.

18. In combination, vehicle carriedmechanism, means for operating the said mechanism for producing a given condition comprising a three element transformer having aprimary and secondary, and a roadside device for magnetically shunting the secondary 1n the movement of the vehicle, and means for operating the vehicle carried mechanism for producing a different condition therein. 19. In combination, vehicle carried'mechanism, means for operating'the said mechanism for producing a given condition comprising a t ree element transformer including a primary and a secondary and a roadside device for magnetically shunting the second ary in the movement of thevehicle, and cooperative vehicle and roadside means for op erating the vehicle carried mechanism for producing a different condition therein.

20. In combination, vehicle carried mechafor producin nism including a normally closed 0 crating circuit, means for opening the circult in the movement of the vehicle comprising a three clement transformer including a primary and a secondary and roadside mechanism ineluding a roadside element for magnetically shunting the secondary, and cooperative vehicle and roadside inductors for determining the further operation of said circuit.

22. In a train control system, vehicle' carried mechanism, means for periodically influencmg the said mechanlsm 1n the movement of the vehicle over a roadway comprising a three element transformer including a primary and a secondary and a roadside de-] vice for inductively. shunting the secondary, and means for periodically determining the operation of said mechanism so influenced including .cooperative vehicle and roadside magnetic elements.

23. An intermittent inductive train control system comprising, in combination, vehicle carried mechanismincluding inductively coupled coils normally coupled together for direct energy transference therebetween, said coupled coils comprising an energy transmitting coil set and an energy receiving coilset, one of-sai'd sets having a plurality of coils, and roadside mechanism including an inductor cooperatin inductively with the vehicle carried coupled'coils. when said coils move over and in proximity to said roadside inductor in the movement of the vehicle over the roadside for decreasing the direct energy transference between said coupled coils to produce a given condition in said vehicle carried mechanism, and means for operating the vehicle carried mechanism for producing a different condition therein.

24. An inductive train control system comprising, in combination, vehicle carried mechanism including inductively coupled coils normally coupled together for energy transference therebetween, said coupled coils comprising an energy transmitting coil set and an energy receiving coil set, one of said sets having a plurality of coils, a train control device normally energized by'said coils, and roadside mechanism for effecting the deenergization and restoration of said train control device comprising an inductor cooperating inductively with the vehicle carried coupled coils when said coils move over and in proximity to said inductor, in the movement of the vehicle over the roadside for decreasing the efl'ective energy transference between said inductively coupled elements to deenergize said device, and inductive means controlled from the roadside for restoring the operation of said train control device. I

25. An intermittent inductive train control system comprising, in combination, vehicle carried mechanism including inductively coupled coils normally coupled together for direct energy transference therebetween and having'reluctance in the inductive path therebetween, said coupled coils comprising an energy transmitting coil set and an energy receiving coil set, one of said sets having a plurality of coils, the said coils interlinking in two closed magnetic loops, roadside mechanism including spaced inductors cooperating intermittently with the vehicle carried mechanism in the movement of the vehicle over the roadside, a roadside inductor cooperating inductively with the vehicle carried inductively coupled-coils when said coils move over and in proximity to said roadside inductor for decreasing the direct energy transferencebetween said inductively coupled coils to produce a given condition in said vehicle carried mechanism, and means for operating the vehicle carried mechanism for producing a different condition therein.

26. An inductive train control system' comprising, in combination, vehicle carried mechanism including a source of energy, a

ing coils when said coils move over and in proximity to said inductor for affecting the direct energy transference between said vehicle inductively coupled coils to effectively deenergize and trip said train controlling device and said vehicle carried mechanism, and means for restoring the operation of said vehicle carried mechanism.

27. An intermittent inductive train control system comprising, in combination, vehicle carried mechanism including an alternating current source of energy, a train controlling device, a pair of energy transmitting coils connected in circuit to said source of energy, an energy receiving coil normally inductively coupled to said energy transmitting coil for receiving energy therefrom and connected directly in circuit to said train controlling devicefor normally ener-- gizlng said device, roadslde mechanism in system comprising, in combination, vehicle carried mechanism including an alternating current source of energy, a train controlling device, an energy transmitting coil set connected in circuit to said source of energy, an energy receiving coil set normally inductively coupled to said energy transmitting coil for receiving energy therefrom and connected directly in circuit to said train controlling device for normally energizing said device, one of said coil sets comprising a plurality of coils, the said coil sets interlinking in two magnetic loops, and roadside mechanism including an inductor cooperating inductively with the vehicle carried coupled coils when said coils move over said inductor for changing the energy transference between said 1nductively coupled coils to efiectively deenergize said train controlling device-and tripsaid vehicle carried mechanism, said vehicle carried and roadside mechanism including vehicle carried and roadside inductors operated from a vehicle carried source of energy and effective for restoring the vehicle carried mechanism. I v

29. An intermittent inductive train control system comprising, in combination, vehicle carried mechanism including an alternating current source of energy, a train controlling device, an energy transmitting coil set connected in circuit to said source of energy, an energy receiving coil set normally inductively coupled to said energy transmitting coil for receiving energy therefrom and connected directly in circuit to said train controlling device for normally energizing said device, one of said coil sets comprising a plurality of coils,the said coil sets interlinking in two magnetic loops, and roadside mechanism including an inductorjcooperating inductively with the vehicle carried coupled coils when said coils move over said inductor for changing the energy transference between said inductively coupled coils to effectively deenergize said train controlling device and trip said vehicle carried mechanism, said vehicle carried and roadside mechanism including a vehicle carried inductor and a roadside inductor operated from 'said vehicle carried source of energy and effective for restoring the vehicle carried mechanism.

30. An intermittent inductive train control system comprising, in combination, vehicle carried mechanism including. a source of energy, a train controlling device, an energy transmitting coil set connected to said source of energy, an energy receiving coil set normally inductively coupled to said energy transmitting c'oil for receiving. energy therefrom and connected to said train controlling device for normally energizing said device, one of said coil sets comprising a plurality of .coils, and roadside mechanism including an 1 inductor cooperating inductively with the vehicle carried energy transmitting and receiving coils when said coils move over and in proximity to said inductorfor decreasing the direct energy transference between said vehicle inductively coupled coils and there by tripping said vehicle carried mechanism, said vehicle carried and roadside mechanlsm including vehicle carried and roadside inductors operativefor restoring the vehicle carried mechanism, and a vehicle carried source of energy for operatin the said inductors.

31. An. intermittent inductive train control system comprising, in combination, vehicle. carried mechamsm lncluding a source of energy, a train controlling device, an energy transmittlng 0011 set connected to said source of-energy, an energy receiving coil set normally inductively coupled to said energy transmitting coil for receiving energy therefrom and connected to said train controlling device for normally energizing said device, one of said coil sets comprising a plurality of coils, the said coil sets interlinking in two carried mechanism including an alternating current source of energy, a train controlling device, an energy transmlttlng coll set connected in circuit to said source of energy, an

ener y receiving .coil set normally inductively coup ed to said energy transmitting coil for receiving energy therefrom and connected directly in circuit to said train controlling device for normally energizing said device one of said coil setscomprlsing a plurality o coils, and roadside mechanism including an inductor cooperating inductively with the veeating hicle carried coupled coils when said, coils move over said nductor for changing the energy transference between said inductively coup ed coils to effectively deenergize said train controlling device and trip said vehicle carried mechanism, and means energized wholly from said vehicle carried source of energy and including a circuiton the roadside for restoring said vehicle carried mechanism onlyif said circuit on the roadside is closed.

33. In an inductive train control system,

vehicle carried mechanism including an indicating means selectively movable in accordance with roadside conditions into either of two active positions, an operating means therefor for movin the same to either of such positions and a hol ing means for holding the indicating means in either of such ositions, and cooperative vehicle and roadsi e inductive mechanism for rendering the holding means inczperative so as to trip the indicating means an for actuating the operating means to move the indicating means to either of its selected active positions.

34. In an inductive train control system, vehicle carried mechanism including an indimeans movable into clear,' caution and dan er positions, an operating means therefor or moving the same'to theclear or caution position, and a holding means for holding the indicating means in either the clear or caution osition, and cooperative vehicle and road ide inductive mechanism for rendering the holdin means inoperative so as to trip the indicating means to move the same to the danger position and for actuating the operating means to move the indicating means to the clear or cantion position depending upon the roadside conditlon.

35. In an inductive train control system, vehicle carried mechanism including an indicating means having an element selectivel movable in accordance with roadside conditions into either of two active positions, an operating means therefor for moving the same to either of such positions and a holding means for holding the indicating means in either of such posltions, and cooperating vehicle and roadside inductive mechanism for rendering the holding means inoperative so as to trip the indicating means and for actuating the operating means to move the indicating means to either of its selected active positions,

36. In an inductive train control system, vehicle carried mechanism including a three position indicating means having an element selectively movablew into either of two active positions, an operating. means therefor for moving the same to either of such positions and a holding means for holding the indicating means in either of its selected osi'tions, cooperative vehicle and roadside inductive vehicle carried mechanism includin mechanism for renderin the holding means inoperative so as to trip t e indicating means an for momentarily actuating the operating means to move the indicating means to its selected active position, and meansvwhereby the operation of the holding means will be restored after said momentary actuation of the operating means.

37. In an inductive train control system, vehicle carried mechanism including an indicatin means having an element movable into 0 car and caution indicating positions, an operating means therefor for movin the same to either of said positions and a holding means for holding the indicating means in either of such positions, and cooperative vehicle and roadside inductive mechanism for rendering the holding means inoperative so as to trip the indicating means and for selectively actuating the operating means to move the indicating means to either the clear to caution osition depending upon the roadside con ition.

38.In an inductive train control system, a three osition indicating means mova le into clear, caution and danger positions, an operating means therefor for movin the same to the clear or caution osition, and a holding means for holding t e indiu n eating means in either the clear or caution position, and cooperative vehicle and roadside inductive mechanism for renderin the holding means inoperative so as to tnpth'e indicating means to move the same to the danger position and for actuating the operating means to move the indicating means to the clear or caution position depending upon the roadside condition.

39. In a train control system, vehicle carried mechanism comprising a three position movable indicating means, an operating magnet therefor, a holding magnet therefor ,Y for normally holding the indicating means in position, a vehicle carried inductive circuit controlled from the roadside for normallyefl'ecting the energization of the holding magnet and adapted to be influenced for rendering the said holding magnet inoperative, and an independent vehicle carried inductive circuit also controlled from the roadside for determining the actuation of the operating ma et when the holding magnet is rendere ino erative.

40. Ina train contro system, vehicle carried inductor apparatus having a part su plied with ,A. 0., roadside inductor appariitus. inductively associated with the vehicle inductor a paratus a train control phase relay contro ledby the phase angle of a part of said roadside inductor apparatus, and a holding means for the phase relay releasable by coaction of the vehicle and roadside inductor apparatus.

41. Railway signalling means comprising a normally energized inductor apparatus carried by the vehicle, a roadside inductor apparatus arranged adjacent the track, a condenser connected to'said roadside inductor apparatus to predetermine its phase angle, means operated by the proximity of a vehicle on the tracks to disconnect said condenser, and signalling mechanism op-' erated by said vehicle inductor apparatus and controlled by said roadside inductor apparatus, said signaling mechanism being controlled by changes in phase angle determined by the operation of said roadside inductor apparatus.

42. Railway signalling means comprising a normally energized inductor apparatus carried by the vehicle, a roadsideinductor apparatus arranged adjacent the track, a condenser connected in circuit with said roadside inductor apparatus to predetermine its phase angle, a relay adapted to disconnect said condenser from said roadside inductor apparatus when said relay is deenergized, means controlled by the proximity of a vehicle on the track for deener '2- mg said relay, and a signalling mechanism operated by said vehicle inductor apparatus and controlled by said roadside inductor apparatus, said signaling mechanism being controlled by changes in hase angle determined by the operation 0 said roadside inductor apparatus.

43. Railway signalling means comprising a normally energized vehicle carried inductor apparatus supplied with alternatin current from a source carried by the velucle, a roadside inductor reflector apparatus adapted to receive electro-magnetic-energy from the vehicle and to reflect under certain conditions electro-magnetic-energy to said vehicle carried inductor apparatus, means for controlling the phase angle of said roadside reflector whereby the phase angle of the vehicle inductor apfparatus will be afiectedby said roadside re ector when the vehicle is adjacent to said roadside reflector, and cab signalling mechanism operated by said vehicle inductor apparatus and controlled by the phase angle of said roadside inductor apparatus.

44. In a train control system, normally energized vehicle carried inductor apparatus supplied with A. C., roadside inductor apparatus inductively associated with the vehicle inductor apparatus, a train control phase relay controlled by the phase angle of a part of said roadside inductor apparatus, and a holding means for the phase relay releasable by variation of the magnetic characteristics of the vehicle inductor apparatus.

Tin. testimony whereof I aflix my signature.

- ARCHIBALD G. SHAVER. 

